Train dispatching system for railroads



Sept. 22, 1931. w. D. HAILES TRAIN DISPATCHING SYSTEM FOR RAILROADS 2 Sheets-Sheet 2 Filed Oqt; 23. 1929 2c or n N 2 30 Nu m: 5 :2 Sm iJ N 2 w: mm. sir. U! 5 U mm vm w: lam v sag N mm .1 an an NS M M NE N 0 W a L E n 8 mv E WW A N M B 55 km 1mm 5 5 im mtm mum 1 5mm HI: \ris? mg m: i. 8 3 n uuhu i N ks \mE mm mm W \m: omt 1 Gm m "mm S cm mmmnT nQ 1| mu Nw Qmm 4 DNWF JTTZ II|HAI M m MW m an H nu t irl @R \U W umunnwz 6- m L Patented Sept. 22, 1931 UNIrso STATES WILLIAM I). HAILES, OF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COMPANY, 93? ROCHESTER, NEW YORK TRAIN DISPATCHING SYSTEM FOR RAILROADS Application filed October 23, 1929.

This invention relates to train dispatching systems, and more particularly to a system of the synchronous selector type in which contacts at different locations on a railway sys- (Bj tem are closed in synchronism through the medium of distinctive control impulses.

In dispatching the movement of trains over a large railway system, through the medium of Wayside signal indications, it is not only f necessary to control certain wayside signals,

but it is also necessary to indicate to the dispatcher the progress of trains along the track. Since this control of wayside signals and indication of train progress must extend for many miles from the dispatchers office,

it is obvious that the transmission of these controls and indications should require as few line wires as possible.

In view of the foregoing and other impor- 2 tant considerations, it is proposed, in accordance with the present invention, to simultaneously close contacts at the dispatchers ofiice and the way stations in synchronism, through the medium of a plurality of dis- .25 tinctive frequencies transmitted from the disupon the order in which such plurality of frequencies are transmitted to the distant way stations.

Other objects, purposes and characteristic features of the present invention are in part obvious from the accompanying drawings and will in part be more particularly described hereinafter.

In describing the invention in detail reference will be made to the accompanying drawings in which Serial No. 401,729.

Fig. 1A conventionally illustrates the ap paratus in a local dispatchers oilice; and,

Fig. 1B shows conventionally a distant passing siding, of a railway system, having a way station at each end thereof for controlling the signals and switch machines located at that end, by a poly-frequency synchronous selector system embodying the present invention.

These Figs. 1A and 113 when laid end to end constitute a portion of the complete system.

Structure.Referring to Fig. 1B of the drawings, there has been shown a passing siding PS, constituting a main track having rails 20, and a side track having rails 21. The usual detector track circuit at each end of the passing siding PS are insulated from the rest of the track by insulating oints 22. The side track is connected to the main track at the West end of the passing siding PS through the medium of a track switch S whereas there is located a similar track switch S at the east end of the passing siding PS. The detector track circuit at the east end of the passing siding includes a track relay TR and a battery 23, and the track circuit at the west end of the passing siding PS include the track relay TR and track battery 24. The track switch S at the east end of the passing sid--- ing is'controlled by switch machine SM and the track switch S at the west end of the passing siding PS is controlled by the switch machine'SM At the east end of the passing siding PS are located starting signals 2S and QSD, these signals are of the stop-and-stay type which govern. the movement of traflic off of the main track and off of the side track of the passing siding PS into the single track section; whereas trafiic is governed from the single track section into the main track or side track through the medium of the entering signal 1S and the take-siding signal 1SD, respectively. It may be pointed out here, that these various signals in the case of a single track railway system constitute part of the usual absolute-permissive-block signal system. Similarly, the west end of the passing siding PS has associated therewith an entering signal 8S a take-siding signal 8SD and two starting signals 7S and 7S]).

The signals at the west end of the passing siding PS are preferably cont-rolled in accordance with traflic conditions and in accordance with the positions assumed by the signal relay SR and the direction relay DB which relays are controlled through the medium of the synchronous selector system. Likewise, the switch machine SM is controlled by the switch machine relay SMR Also, at the east end of the passing siding PS is a switch machine relay SMR for controlling the switch machine SM and there are located signal control relays SR and DB for controlling the signals at the east end of the passing siding PS.

It may be pointed out here, that the manner in which these signal and switch machines are controlled by relays SR DB and SMP at the east end of the passing siding PS, has been described in detail in the prior application of S. N. ight, Ser. No. 321,185, filed November 22, 1928, and the apparatus for obtaining such control has for convenience been illustrated conventionally by dotted lines connecting these devices.

In the dispatchers office is preferably reproduced in miniature the entire railway system, over which the dispatcher has supervision, and since for convenience only two distant way stations of the railway system have been illustrated, there is similarly reproduced in the dispatchers office in miniature the passing siding gas only. With the east end of this miniature passing siding 72s is associated a signal lever LSE and a switch machine lever LSME, through the medium of which levers are controlled the signals and switch machine at the east end of the passing siding PS, and similarly there is associated with the east end of the passing siding 298 an indicating lamp LE, for indicating by its illumination the occupancy of the detector track circuit associated with the east end of the passing siding PS. Also, there are associated with the west end of the passing siding [)8 the levers LSW and LSMlV for controlling the signals and switch machine, respectively, associated with the west end of the passing siding PS. This west end of the miniature passing siding 29s is also provided with an indication lamp LVV, for indicating the occupancy of the detector track circuit at the west end of the passing siding PS. The indicating lamp LE is controlled. by the indicating relay IE, and indicating lamp LlV is controlled by the indicating relay IW.

c In the above description reference has been made to certain control relays, and levers for controlling the same, and also indicating relays and track circuits for controlling the same, and it is now desired to point out how these control relays are controlled by the levers in question, and how the indicating relays are controlled by the track circuits in question, through the medium of a synchronous multiple frequency selected control system, let us first briefly consider the synchronous selector apparatus located in the dispatchers oflice.

In the dispatchers office is a source of alternating current AC, which may be of any suitable frequency, but is assumed to be a cycle source, which source feeds the alternating current motor ACM. This motor ACM drives a direct current generator DC, which charges the storage batteries 25, and this motor also drives a plurality of alternating current generators of distinctive frequencies, such as the generators F, F F and F This motor generator set is intended to be maintained in operation upon failure of the alternating current source AC, through the medium of the direct current generator acting as amotor during such pow r failure.

his 60 cycle source AG is also fed onto a selecting or stepping circuit, and through the medium of transformers, such as TlV and TE, feeds rectifier-s VVRTT and ERTT'- through the medium of filters lVFLT and EFLT, these filters being necessary to prevent the flow of the other distinctive frequencies to these rectifiers, and the rectifiers being used to charge the batteries of the cor-' responding way stations.

This motor generator through the medium of reduction gearing 26 drives a commutator drum 27, which has been shown developed for the purpose of illustrating more clearly how the commutator segments are spaced with respect to each other and the contacts they engage. The generators F, F F and F are connected to the primary winding 28 of the transformer T through the medium' of filtering devices FL, FL FL and F16, and similarly, the alternating current source AC is connected to the primary winding 29 of the transformer T through the medium of a a filtering device FLT. These filters are de- O signed to permit the free flow of the alternating current; it is to permit the flow and greatly restricts the flow of all the other alternating currents, the exponent of each filter reference character denoting the frequency it will allow to flow.

Referring now to way stat-ion No. 1 (see Fig. 1B) this way station is provided with a similar transformer TlV, having a primary winding 30 connected across the selecting and"' common wire, having a secondary winding 31 connected to a filter F LT, which filter is constructed to permit only the flow of current of the frequency of the source AC, and having a secondary winding 32 which is connected to relays WR NR and \VR through the medium of filter VVFL VVFL VVFL and rectifiers VvR T VVRT and WRT. The filter WFLT, just referred to, through the medium of the rectifier WVLTT charges the storage battery located at that way station. The relays VVR", B and lVR control the repeater relay \VRR-fl VVRR and lVRR in a manner as described in the operation of the system hereinafter.

Similarly, way station No. 2 is provided with filters EFLT, EFIB, EFL, EFL, is provided with rectifiers ERTT, EH1, ERT and ERT and with distinctive frequency relays EH ER and ER. These distinctive frequency relays ER ER and ER control the repeater relays ERR ERR and ERR in a manner as described in the operation hereinafter. It is desired to point out at this time, that each of the filters illustrated is constructed to allow only current to flow having a frequency corresponding to that of the exponent of the reference character for such filter, and similarly that the relays connected to these filters, although they are direct current relays, will respond only when currents of frequencies corresponding to the exponent of the reference character of a. particular relay is applied to the associated filter. l-laving now made reference to the various elements of the system, it is deemed expedient to consider the operation of the system, bear ing in mind that the particular embodiment of the inventon illustrated is merely typical and has been selected to facilitate description of the invention, its principal of operation and the characteristic features thereof.

Operati0n.The polyfrequency or multi frequency synchronous selector system of the present invention is presumably one in which the commutator 27 is continuously rotating, and during such rotation sequentially applies between the stepping or selecting wire and the common return wire C, alternating currents of various frequencies in over-lapped relation. Similarly this commutator sequentially connects the various indicating relays UV and IE, and the various levers LSVV, LSMW, LSE and LSMEi between the mes sage wire 41 and thecommon return wire C. As these various distinctive frequencies of alternating current are applied across the stepping and common wire, they are adapted to flow through the various transformers TlV and TE, and each particular frequency only may pass through the filter of corresponding frequency construction, having an exponent corresponding to that frequency, to cause the associated relay, also having an exponent corresponding to said frequency, to assume the attracted position. In other words, as the commutator 27 is rotated. the various distinctive frequency relays at the various way stations, which respond to tne frequencies transmitted, will assume their attracted position so long as such frequency is transmitted. so that the distinctive frequency alternating; current relays in the field bob-up and again fall in synchronism with the sectors on the commutator 27 which apply such frequency to the stepping circuit. In order to more clearly visualize, how this action of distinctive frequency relay operation at the way stations in synchronism with the engagement of certain contacts on the commutator 27 with their associated brushes, sets up distinctive channel circuits, specific lever movements as well as track relay changes will be considered.

Let us assume that the dispatcher wishes a train, moving from left to right in the single track section N, to pass into the side track of the passing siding PS. In order to accomplish this, the dispatcher will move this switch machine lei er LSMlV to the left hand dotted position, this for the purpose of operating the switch machine relay SMR to the dotted position, which in turn will effect 0peration of the switch machine SM to the take-siding position. As the commutator is rotated in the direction of the arrow, the first thing that happens is the commutator segment 44 engages the stationary brushes 45, completes a circuit for the passage of frequency F to flow, in that the brushes 45 are contained in series with the wire -16, connecting the generator F to the filter Fl).

With this frequency F applied to the selecting cir uit, the relays B and ER at the way stations No. 1 and No. 2, respectively, are energized, this because they are the only relays in the arrangement shown connected to the stepping wire through filters which permit the flow of current at frequency F the contacts 47, 48, 49. 50, 51 and 52 of these relays thus assume the attracted position. Upon lifting of these contacts the following energizing circuits are completed for the relays \VRR and ERR respectively (1) Beginning at the terminal B of a suitable way station source, wires 53 and 54. front contact 4'? of the relay VVR wire 55, back contact 56 of the relay l VR- wires 57 and 58, winding of'the relay l VRR to the other erminal C of said battery; and

(2) tarting att-he terminal B of a battery at way station No. 2, wires 60 and 61, front contact 50 of the relay Ell wire 62, back contact 63 of the relay EH wires 64 and 65, winding of the relay ERR to the other terminal of said battery. The relays R REE EH and EtRR are thus energized. but this does not have any effect in so far as the control of messages is concerned. because these relay changes do not complete any message circuits.

Referring again to the commutator 27, it will be noted that after a shorttime the commutater segment 68 connects the brushes 69 together. and in so doing permits the flow of a ternatin current from the generator F to the transformer T through a circuit including the filter Fli and this current fiows to the way stations No. 1 and causes the relay NR -'o assume its energized position, and since there is no filter at the way station N0. 2

which permits the flow of frequency F there is no relay at station No. 2 which responds.

ith the relay E and YVRB at way station No; 1 assuming their attracted posi tion and with the relay R moved to the attracted position, the raising of the contact 56 of the relay R breaks the pick-up circuit for the relay WERE, but this relay NRR remains energized through the following stick circuit :beginning at the terminal B, wires 53 and 68, front contact 56 of the relay R or wires 5?) and 5 and frontcontact l7 of relay 11 wires and 69, back contact of the relay 1V REF, wire 71, stick contact 72 of the relay lVRPJ, wire 58, winding of the relay 11 E11 to the other terminal. G of said battery. The relays R NR and @11 are thus energized, but the relay YVRR is deenergized and can not be energized until the relay B is again deenergized.

Bearing these positions of the rel at Station No. 1 in mind, let use see what will h appen as the commutator rotates a little further and causes the commutator segments to engage the brushes 1. As th s happens, the following message circuit extending from the dispatchens office to the way station N0. 1 is completed :starting at the negative terminal of the battery 25, wires 75, 76, 77, 78 and 79, switch machine lever LSMlV assuming its left hand dotted position, wire 80, commutator drum contact 1, commutator segment 74, stationary contact 1, wire 81, message wire 41, wire 82 (see way station No. 1), front contact -19 of the relay Wil wire 83, front contact Sslof the relay NR wire 85, front contact 86 of the relay RE- wire 87, back contact 88 of the relay R, wire 89, winding of the switch machine relay SMFG, wires 90, 91, 92 and 93, to common,

return wire C connected through the medium of wires 94, 95 and 96 to the mid-point of battery 25. Since the flow of current in the circuit just traced is of negative polarity the switch machine relay SM E will be operated to the dotted posi ion, thereby operating the switch machine Sill l to the take siding position. In this connection it should be understood that these switch machine relays SMR and SHE are two-position polar relays of the permanent magnet stick type, which will remain in the position to which they were last operated, by suitable stick action such as the magnetism derived from apermanent magz'net included in the structure of such relays. The relay SMR thus remains in the left h and position until specially operated back to the right hand position.

Attention is at this time directed to way station No. which there is no relay which will respond to frequency F and for this reason there is no message circuit branch completed at way station No. 2. At certain other stations there will be relays connect-ed to filters which permit the flow offrequency F but at such other way stations there are no relays which respond to frequency F so that there is only one message circuit completed under the circumstance just discussed, and this message circuit includes the relay SM 1 as above pointed out.

Since the dispatcher intends to have the train pass onto the side track of the passing siding PS, he will of course endeavor to clear the take siding signal SSD, and in order to do this he will operate the signal lever LSVV to the right hand position. As the commutator 27 rotates a little further the segments 44, 68 and 74 will have disengaged their associated stationary contacts, and the various distinctive frequency relays which were energized through the medium of these segments will again return to their retracted position, thus opening the message circuit heretofore closed, As the commutator 27 rotates still a little further the contact segment 100 will engage the stationary contacts 69, thereby causing the various relays which respond to the frequency F to assiune their energized position.

Referring to station No. 1 energization of the relay 1V R will effect energization of the repeater relay W'RR through the following circuit :beginning at the terminal B of the way station battery, wires 53 and 68, front contact 56 of the relay R wire 55, back contact 17 of the relay R wires 101 and 102, winding of the relay W RR to the terminal O of said way station battery. It should be noted that way station 2 does not have a filter which permits the [low of current of frequency F so that no relay is energized at station No. 2.

A slight further rotation of the commutater 27 causes the segment 10% to engagethe stationary brushes d5, thereby causing the flow of current of frequency F from the genorator F and through the filter FL The impression of this frequency F across the selecting wire and common, causes the relays B and EH to assume their energized positions. Energization of the relay R hearing in mind that the relays W11 and XVRR already assume their attracted position, causes no further change than the lifting of contacts 47, -18 and 49 at station No. 1. Also, the closure of contact 17 of relay R merely shunts the already closed contact 56 of the relay R this actuation of the relay 7R however effects opening of contacts 18 and closure of contacts 49. Referring to station No. 2 the movement of the relay EH to its attracted position causes the relay ERR to pick up in manner already described without completing a message circuit at station No. 2. During the present position of the commutator 27, the segment 105 engages the stationary brushes 2 to complete channel No. 2, but since this channel is not connected to any particular lever or any particular control relay it is deemed unnecessary to trace y will effect deenergization ofall the distinct-ive frequency relays as well as such repeater relays as have been picked up by such distinctive frequency relays, as soon as segments 100 and 104: disengage their respective brushes. During the next predetermined arc of rotation of the commutator 27, the segments 156, 157,160 and 161 will engage their respective brushes, but the functioning of the selector system during this are of rotation will not be considered at present, this phase of the operation of the system being more properly considered hereinafter when the OS-ing of a train movement will be considered.

Let us now consider the action produced by the commutator when the sector 106 engages the stationary contact 69. Obviously, this will apply frequency F to the selecting wire thereby effecting energization of the relay R and in turn energization of the repeater relay 11 E11 in a manner as already described,-

and since there is no relay at way station No. 2 which responds to frequency F the apparatus at way station No. 2 may be disregarded. In so far as other way stations are concerned, the effect produced by this frequency F may also be disregarded for reasons already explained. Upon further rotation of the commutator 27 the commutator segment 107 will engage the stationary contacts 108, thereby applying frequency F. to the selecting circuit, and thereby effecting energization of the relays VVR and ER at stations No. 1 and No. 2, respectively. With the relay VVB at way-station No. 1 energized, following the euergization of the relays VVR and W'RR no other repeater relays are picked up at station No. 1, but with only the relays R TVRR and WR picked up there is no message circuit completed. A slight further rotation of the commutator 27 causes the segment 109 to engage stationary brushes 15, which effects the application of frequency F to the stepping circuit, thereby effecting energization of the relays VVR and ERR Picking up of relay EH bearing in mind that relay ER has-already picked up results in the picking up of relay ERR through the following circuit :B, wires 60, 130 and 131, contact 51, wire 132, contact 133, wire 134, contact 135, wires 136 and 137; this relay E11 will effect picking up of relay EBR through a circuit similar to that already traced for relay VVRR at station No. 1. Also, picking up of'relay E11 causes the pickup circuit for the relay ERR, just traced, to be again broken, but this relay ERR is held up through the following stick circuit :-B, wires 60, 130 and 97, contact 98, wire 99, contact 103 and wire 137, back to terminal C. Vith the relays ER, ER and ERR thus energized,

there is no message circuit completed at way station No. 2, because all message circuits for way station No. 2 include a front contact of relay EH and this relay is deenergized.

Coming back to way station No. 1, the pickingup of the relay WVR does not effect picking of its repeater relay VVBR because the pick-up circuit for relay WVRR is open at the back contact 56 of relay 3 At station No. 1 the relays R 1111 B and- B are thus up at this time, and the following message circuit connecting in the lever LSl V and the direction relay DB is completed:beginning at the positive terminal of the battery 25, wires 97, 98, 99 and 110, lever LSVV, wire 111, stationary contact 4, commutator segment 112, stationary contact 1 wire 81, message wire 411, wire 82, front con tact 49of the relay B wire 83, front contact 84 of the relay WB-Zwire 112, front contact 113 of the relay lVRB- wire 1141, front contact 115 of the relay WVR, wire 116, back contact 117 of the relay l VRR, wire 118, winding of the direct relay DB wires 119, 92- and 93, to common return wire C connected through the medium of wires 94:, 95 and 96 to the mid-point of battery 25. Since the flow of current in the circuit just traced is of positive polarity the direction relay DB will remain in the right hand position in which it is shown.

A slight further rotation of the commutator 27 in the direction of the arrow breaks the circuits at the segments 106, 107', 109 and 112. A short time thereafter, namely when all of the distinctive frequency relays have assumed their retracted position, this commutator applies frequency F to the selecting circuit through the medium of segment 120 engaging the stationary brushes 108. The application of=tl1e frequency F to the selecting circuit causes the relays 11 R and ER to assume their attracted positions, in response to which the relays VVRR and ERR will be energized through the following respective circuits (1) Beginning at the terminal B of the battery at way station No. 1, wires 53, 121 and 122, back contact 48 of the relay VVR wires 123, back contact 124 of the relay WR Wire 1255, front contact 126 of the relay NVR, wires 127 and 128, winding of the relay' lVRR to the return wire C connected to said into engagement with the stationary contacts 45 will have, in that such engagement will effect in the superimposition of alternating current of frequency F on the stepping circuit. At way station N0. 1 picking up of the relay WR will effect picking up of the relay REE for reasons already explained. Similarly, at way station No. 2 picking up of the relay ER will elfect picking up of the relay Eli-R lVith these various relays assuming their energized position no message channel will be completed at stations 1 or 2.

Let us now consider the operation of relays at way stations No. 1 and No. 2 when the commutator segment 141 engages stationary contacts 69, this engagement for obvious reasons applying frequency F to the selecting circuit. As already explained there is no relay at way station No. 2 which responds to frequency F it will therefore be unnecessary to consider the application of frequency F at station No. 2. Referring to a station No. 1 the superimposition of frequency F on the stepping circuit with the frequency F and F already applied in the order given, the picking up of the relay R will produce no effect except the hftlng of its contacts 56, 124, and 84, in that relay VVRR- cannot pick up since its pick-circuit is open at the back 47. With the relays WR VVRRB VVR, lVRR and R energized, and with the commutator segment 142 engaging the brushes 5, and bearing in mind that the lever LSlV has been moved to the right, the following message circuit will be completed :beginning at the positive terminal of the battery 25, wires 97, 98, 143 and 144, contact 145 associated with the lever LSWV to the right, wire 146, commutator segment 142, wire 81, message wire 41, wire 82,

front contact 49 of the relay VVR wire 83, front contact 84 of the relay R wire 85, front contact 86 of the relay VVRR wire 87, front contact 88 of the relay lVR, wire 147, front contact 148 of the relay WRR, wire 149, winding of the relay SR wires 150, 91, 92 and 93, common wire C, wires 94, 95 and 96, back to the mid-point of the battery 25. Since the flow of current in the circuit just traced is of positive polarity the signal relay SR is operated to its right hand dotted position, in which it clears the take siding signal SSD, providing traffic conditions in advance are favorable, this of course on the assumption that the switch machine has already moved its track switch S to its take siding position, and that the signal direction relay is to the right, as has been assumed.

At way station No. 2 there is no message channel completed under the last assumed conditions, because relay ER is down and each relay message circuit for way station N0. 2 includes a front contact of relay EH The take siding signal 8SD now having been cleared, let us assume that the east bound train approaching on the single track section N, accepts this signal SSD and moves into the side track of the passing siding PS. As the train treads upon the detector track circuit containing the track relay TR it will cause the contact 155 of this relay TR to assume its retracted dotted position, thereby applying negative polarity from the battery 176 to the indicating relay 11V in the dispatchers oiiice, each time that the message channel connecting the contact 155 with the relay IlV is completed. Let us now consider how this channel circuit is completed, said channel including the brushes 3 and the segment 161 of the commutator 27.

Let us assume that the commutator 27 takes the position in which segments 104, and have just disengaged, their respective stationary brushes. All of the various distinctive frequency relays will of course then have assumed their retracted position, as also will have their respective repeater relays. A slight further rotation in the commutator 27, causes the segment 156 to engage stationary contacts 45, thereby applying frequency F to the selecting circuit and effect energization of the relays WVR and ER ,Wl11Cl1 relays upon assuming their energized position will close the circuits heretofore traced for the repeater relays l VRR and ERR- to cause energization of such repeater relays. A moment later the segment 157 of the commutator 27 will engage the stationary brushes 108, and will apply frequency F to the stepping c rcuit. The superimposition of the frequency F upon the selecting circuit will of course pick up the relays VVR and ER, but since the contact 48 of the relay R is in its attracted position and the contact 51 of the relay Eliis in its attracted position, this picking up of the relays VVR and ER will not effect energization of either of the relays WVRR or ERR. The relays WR WVRPH, R EH ERR and ER are now in their energized position. Let us now see what the result will be when the segment 160 of the commutator 27 engages the stationary contact brushes 69, which will of course ap ply current of frequency F to the stepping circuit. Since there is no relay at the way station No. 2 which responds to frequency F no further consideration of the apparatus at way station No. 2 is necessary. Also, there will be no message channel completed at this Way station, because frequency F must be transmitted to complete a message circuit at way station No. 2 for reasons already given. At way station No. 1, however, the application of frequency F causes the relay l VR to assume it attracted position, the repeater relay R-R not picking up because back contact 47 is open, thereby completing the following message circuitincluding the se ment 161 at the dispatchers office :beginning at the negative terminal of the battery 1'56 (see station No. 1 Fig. 13), back contact 155 of the track relay T R wire 162, back contact 1&8 of the relay i l ER, wire 1-17, front contact 88 of the relay VVR, wire 8?, front contact 86 of the relay 1 .13 wire 85, front contact 84 of the relay B wire 83, front contact 49 of the relay 3 wire 82, message wire l1, wire 81, brush 3, commutator segment 161, brush 3, wire 163, winding of the indicating relay UV, wire 164, to the common return wire C, connected through the medium of wires 93, 165, 166 and 16. to the midpoint of the battery 1. 6 at way station No. 1.

She flow of current of negative polarity in the circuit just traced, causes the indicating relay PW to be moved to its left hand position, in which position its contact 168 will close an energizing circuit to the indicating lamp L'W, thus informing the dispatcher that the train has accepted the signal 88D and is entering into the side track of the passing siding PS.

Obviously, as soon the train has passed off of the detector track circuit containing the track relays TPG, this track relay TR will assume its attracted position and will control the indicating relay TW back to its normal solid line position the next time that the channel circuit including the brushes 3 is completed. It is of course understood that the commutator 27, as it rotates continuously, successively completes the various channel circuits in sequential or ler, so that any control impulses that are to be transmitted, and any change in the positions of trains may be transmitted during the time that its particular channel circuit is completed.

Obviously, the dispatcher may return the switch machine 8M back to the normal straight track position by returning his lever LSMl V to the right hand position, and similarly the take siding signal 8S1) may be returned to the stop position, by the dispatcher returning his signal lever LSW to the middle neutral position.

Let us now see how channel circuit No. 6 may be completed. Let us assume that commutator 27 continues to operate, 1t now assuming a position where contacts 120, 140,

141 and 1 1-2 just disengage their respective stationary brushes. Upon a slight further turning of this commutator 2'? segment 170 engages the brushes 108, and applies frequency F to the selecting circuit. Thls application of frequency F to the selecting circuit effects picking up of relays WR and ER, which in turn effects picking up of the relays \VRR and ERR, for reasons already given. A further small angle of rotation of drum 27 causes the segment 171 to engage the brushes 69, thereby applying frequency F to the selecting circuit and effecting energization of the relay R thereby effecting energization of the relay \VRR by closure of the pick-up circuit for this relay VRR heretofore closed. Since there is no relay at station No 2 which responds to frequency F way station No. 2 may be disregarded for the present. After another small angle of rotation of the commutator 2. the segment 172 engages brushes 45, thereby applying frequency F to the selecting circuit,and effecting picking up of the relays B and EH The picking up of relay .ER may be disregarded since no inessagecircuit can be completed at way station No 2 without the transmission of frequency F which has not been done. tion No. 1 the picking up of relay R does not effect picking up of relay VB-R because the back contact 124 in the pick-up circuit of relay VJRR is open, the following channel circuit portion, which may be used for indicating another track circuit or the position of the switch machine, or the like, is completed :-beginning at the wire marked No. 6 channel (see station No. 1), front contact 117 of relay XVRR, wire 116, front contact 115 of relay P9, wire 114, front contact 113 of relay NEH- wire 112, front contact 84 of R wire 83, front contact 19 of relay R wire 82, message wire 41, wire 81 (see Fig. 1A) contacts 6-173, to a wire which may be connected to a suitable indicating relay. If desired this unused channel may also be used for carrying out an additional control such as the operation of a de rail, or the indication of occupancy of another track circuit.

Having now explained how the various control relays at the west end of the passing siding PS may be controlled from the dis patchers office, and having explained how the track relay T11 effects illumination of the indicating lamp LVV at the dispatchers oihce, it should be understood that the appa ratus at way station No. 2 may be controlled, and the track relays TR at way station 2 nay control the indicating relay IE, in ex actly the same manner as explained in connection with way station No. 1, except that frequency F is used at way station No. 2 in each case where frequency F is used for way station No. 1. In other words, the interconnections between the various distinctive frequency relays and their repeater relays at all way stations are exactly the same but these relays in some instances are located at different locations. Putting it another way, similar codes are used for controlling the apparatus at Way station No. 2 as are used at way station No. 1, except that frequency F is substituted for frequency F these codes consisting of specific distinctive frequencies applied in specific distinctive order. Similarly way station 3 (not shown) is controlled by codes (see commutator segments for station No. 3) exactly'the same as those used for control- At way staling way station No. 9., except that distinctive frequency .4 2 is substituted for distinctive frequency F used at way station No. 2. In other words, way station No. 1 is controlled by the employment of frequencies F, F and F way station No. 2 is controlled by frequencies F F and F and, way station 3 (not shown) is controlled; by frequency F, F and F these frequencies in each case being applied in distinctive order.

Applicant has thus disclosed a synchronous selector system in which a message circuit extending along the entire railway system is rendered available for completing many message circuits, in which in accord ance with the present invention one branch is located at the dispatchers oliice and the other branch is located at a particular way station, these branches being simultaneously or synchronously connected to the message wire through the medium of a commutator contact in the dispatchers office and a plurality of relay contacts at the way station, which contacts are closed by applying specific frequencies to a selecting circuit in a specific order. From this consideration it appears that the present system does not require resynchronization of devices, in that the devices at the way stations are operated by a plurality of distinctive codes, consisting of distinctive frequencies following each other in a distinctive order, each code of which when completed returning the system to its normal condition. Also, the codes which are employed in the particular system illustrated to show one embodiment of the invention are of a nature which require only a few impulses, and therefore only a very short time to effect the consummation of these codes, since they take advantage of distinctive frequency as well as distinctive application of these frequencies. This arrangement therefore makes it possible for a very large number of combinations and permutations to be taken advantage of for a comparatively few frequencies, and also makes it possible to scan, so to speak, the entire railway system, by successively establishing all of the message circuits in a comparatively short time or cycles (one revolution of commutator).

Applicant has made a study of the number of distinctive message channels that may be completed by employing a particular number of distinctive frequencies and finds the following to be the case. If four frequencies are used 18 different channel circuits will be made available, as illustrated in the particular showing illustrated in the drawings. If on the other hand five frequencies are used in groups of three, 36 channels will be rendered available. If six frequencies are used 60 channelcircuits will be made available, if seven frequencies are employed channel circuits will be rendered available, and so on,

so that if 10 frequencies are employed 216 distinctive channel circuits each including in the same line wire may be rendered available sequentially. Also, if desired, suitable circuit interrupting means, for chopping up current derived from a battery may be employed for feeding the filters to obtain alternating currents of various frequencies, may be used instead of the generators F, F F 2 and F From the foregoing description, and by reference to the drawings, it will be noted that combinations of frequencies are used for selecting way stations and the order in which such frequencies are applied determines the particular message channel that shall be completed at such Way station. Also, it is readily understood that if it were desired to render available the use of two message channels only at one particular way station, that the relays R and RR could then be omitted at such way station; and further the remaining four channels could be made use of at another location. From these considerations it is understood that the various channels rendered available by a system embodying the present invention may be distributed for use along a railway system in any manner desired, it merely being necessary to provide the proper relays to establish such message channels.

Having thus shown and described one rather specific embodiment of the present in vention, and having illustrated the various elements of the system rather conventionally, it is desired to be understood that the particular circuit arrangement selected has been selected for the purpose of facilitating description of the invention as well as its operating characteristics, and that this particular embodiment has not been selected for the purpose of showing the scope of the inven; tion or the exact construction preferably employed in practicing the same, and that various changes, modifications and additions may be made to adapt the invention to the particular railway system or dispatching system to which the invention is to be applied, all without departing from the spirit or scope of the invention or the idea of means underlying the same, except as demanded by the scope of the following claims.

lVhat I claim as new is:

1. In a train dispatching system of the synchronous selector type, the combinations with a selector circuit and a message circuit, means at a dispatchers oifice for applying a plurality of distinctive current to said selector circuit in distinctive order, one relay for each distinctive current at a distant way station responsive only to such distinctive current, contacts at said way station in said message circuit closed in accordance with the order in which said relays assume their energized positions, contacts in said message circuit at said dispatehers office. closed when said first mentioned contacts are closed, and means for transmitting a message current over said message circuit.

2. A train dispatching system comprising; a dispatchers office; a plurality of way star tions; a control wire, a message wire and a common return wire connecting said. dispatchers office and way stations; contacts at said dispatchers office and at each of said way stations for establishing a plurality of message channels each including said message wire, and means for transmitting a plurality of codes oversaid control and common wire successively to close said contacts at said way stations and for simultaneously there.- with closing corresponding contacts at said dispatchers oflice to successively establish said message circuits, and means for transmittingmessages over said message circuits.

3. A train dispatching system comprising; a dispatchers oflice; a plurality of way stations; a control wire, a message wire and a common return wire connecting said dispatchers office and way stations; contacts at said dispatchers ofiice and at each. of said way stations for establishing a plurality of message channels each including said message wire, and means for transmittingia plurality of codes each including currents of distinctive frequency over said control-and common wire successively to close said contacts at said way stations and for simultaneously therewith closing corresponding contacts at said dispatchers ofiice to successively establish said message circuits, and means for transmitting messages over said message circuits.

4. A train dispatching system comprising; a dispatchers office; a plurality of way stations; a control wire, a message wire and a common return wire connecting said dispatchers office and way stations; contacts at said dispatchers office and at each of said way stations for establishing .a plurality of message channels each including said message wire; and means for transmitting a plurality of codes each including currents of distinctive frequency applied in a distinctive sequence over said control and common wire successively to close said contacts at said way stations and or simultaneously therewith closing corresponding contacts at said dispatchers office to successively establish said message circuits, and means for transmitting messages over said messagecircuits.

5. A train dispatching system comprising; a dispatchers office; a plurality of way stations; a control wire a message wire and a common return wire connecting said dispatchers ofiice and way stations; contacts at said dispatchers office and at each of said way stations for establishing a plurality of message channels each including said-message wire; and means for transmittinga plurality message circuit; indicating means at said dispatchers ofiice; and track circuit controlled means at one of. saidway stations for controlling said indicating means over one of said message circuits.

. 6. A train dispatching system comprising; a dispatchers ofiice; a; plurality of way stations; a control wire, a message wire and a common return wire connecting said dispatchers oiiice and way stations; contacts at said dispatchers ofiice and at each of said way stations for establishing a plurality of message channels each including said message wire; and means for transmitting a plurality of codes over said control and common wire successively to close said contacts at said way stations and for simultaneously therewith closin corresponding contacts at said: dispatchers ofiice to successively establish said message circuit; traflic controlling means atone of said way stations; and means at said dispatchers oflice for controlling said traflic controlling means over one of said intermittently established message circuits.

7. In a system for independently controlling. a large number of devices over the same line circuit comprising, a selector circuit connecting a large number of distinctively responsive devices, means for applying distinctive currents to said selector circuit to actuate'a certain one of said devices to close contactsof said device, and a message circuit including part of said selector circuit and including said contacts.

8. In asystem for independently controlling a large numberof devices over the same line circuit comprising, a selector circuit connecting a large number of distinctive frequency responsive devices, means for applying a distinctive frequency to said selector circuit to actuatea certain one of said devices to closecontacts ofsaid device, and a message circuit including, part of said selector circuit and including said contacts.

9.. In a system for independently controlling a large number of devices over the same linecircuit comprising,a selector circuit connecting a large number of distinctive frequency responsive devices, means for applying a plurality of distinctive frequencies to saidselector circuit in distinctive ordercto actuate certain ones of said devices to close contacts ofv said devices, and a message circuit including part of. said selector circuit and including said. contacts;

10. Ina railway signal control. system, the combination with the usual trickle charge line extending along the railway track having alternating current applied thereto and feeding rectifiers at'various signal locations charging storage batteries, of a filter insert ed between each rectifier and said trickle charge line, a plurality of different distinctive frequency responsive relays connected to said'line, means for applyingfrequencies to which certain of said relays will respond in various combinations to eli'ect energization of certain of said relays, a message circuit extending along said railway track including front contacts of said certain relays in series, and means for controlling a railway signal over said message circuit.

11. Ina railway signal control system, the combination with the usual trickle charge line extending along the railway track having alternating current applied thereto and feeding rectiliers at various si nal locations charging storage batteries, of a filter inserted between each rectifier and'said trickle charge line, a plurality of different distinctive frequency responsive relays connected to said line, means for applying frequencies to which certain of said relays will respond in various combinations of kind and order to effect energizations of certain said relays in a predetermined order, other relays controlled by said certain relays depending on the order in which they were energized, a message circuit extending along said railway track including front contacts of said other relays in series, and means for controlling a railway signal over said message circuit. c

12. In arailway signal control system, the combination with the usual trickle charge line extending along the railway track having alternating current applied thereto and feeding rectifiers at various signal locations charging-storage batteries, of a filter inserted between each rectifier and said trickle charge line, a plurality of different distinctive frequency responsive relays connected to said line, means for applying frequencies to which certain of said relays will respond in various combinations to effect energizations of certain of said relays, a message circuit extending along said railway track including front contacts of said certain relaysiin series, a track switch at said signal location, a switch machine for controlling said track switch, and means for controlling said switch machine over said message circuit.

13. In a railway signal control system, the combination with the usual trickle charge line extending along the railway track having alternating current applied thereto and feeding rectifiers at various signal locations charging storage batteries, of a filter inserted between each rectifier and said trickle charge line, a plurality of different distinctive frequency responsive relays connected to said line, means for applying frequencies to which certain of said relays will respond in vari ous combinations to effect 'energizations of certain of said relays, a message circuit extending along said railway track including front contacts of certain relays in series, a track switch at said signal location, a switch machine for controlling said track switch, signals associated with said track switch, and means for controlling said switch machine and said signals over said message circuit.

14:. In a train dispatching system of the synchronous selector type, the combination with a selector circuit connecting a dispatchers office and a plurality of way stations, a combination of distinctive frequency responsive relays at each way station the combination of which is different than that at every other way station even though several way stations have some of their relays responsive to the same frequency, other relays at each way station controlled in accordance with the order in which the distinctive frequency responsive relays at such way station have been energized, a message circuit including contacts of said distinctive frequency responsive relays and of said other relays, and means for applying alternating currents of dillerent frequencies to said selector circuit in groups in predetermined combinations.

15. In a train dispatching system of the synchronous selector type, the combination with a selector circuit connecting a dispatchers olfice and a plurality of way stations, a combination of distinctive frequency re sponsive relays at each way station the combination of which is different than that at other way stations even though several way stations have relays responsive to the same frequency, other relays at each station controlled in accordance with the order in which the distinctive frequency responsive relays at such way stations have been energized, mes sage circuits including contacts of said distinctive frequency responsive relays and of said other relays, and means for applying alternating currents of diiierent frequencies to said selector circuit in predetermined combinations, each combination of frequencies of which is applied in several predetermined orders 'to close several different message circuits.

16. In a train dispatching system of the synchronous selector type, the combination with a selector circuit connecting a dispatchers of ice and a plurality of way stations, a combination of distinctive frequency responsive relays at each way station the combination of which is different than that at every other way station even though several way stations have some relays responsive to the same frequency, other relays at each way station controlled in accordance with the order in'which the distinctive frequency responsive relays at such way station have been energized, message circuits including contacts of said distinctive frequency responsive relays and said other relays, and means for applying alternating currents of different fre quencies to said'selector circuit in predetermined combinations and predetermined permutations to effectclosure of predetermined message circuits.

17. In combination, a railway system, a central ofiice from which train movements over said system may be directed, a plurality of wa 1 stations a si nal at each wa station a line circuit connecting said central office and said way stations, and means for distinctively controlling said signals over said circuit including code creating mechanism at said central office and code responsive mechanism at said way stations for respectively creating and deciphering codes of which each code comprises a plurality of distinctive frequency impulses in a distinctive order.

18. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a track switch at each way station, a line circuit connecting said central ofiice and said way stations, and means for distinctively operating said track switches over said circuit including code creating mechanism at said central office and code'responsive mechanism at said way stations for respectively creating and deciphering codes of which each code comprises a plurality of distinctive frequency impulses in a distinctive order.

19. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a track circuit at each way station, a line circuit connecting said central office and said way stations, and means for distinctively indicating at said central oflice the occupancies of the various track circuits including code creating and code responsive devices for creating and deciphering codes each code of which comprises a plurality of distinctive frequency impulses.

20. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a track circuit at each way station, a line circuit connecting said central office and said way stations, and means for distinctively indicating at said central office the occupancies of the various track circuits including code creating and code responsive devices for creating and deciphering codes each code of which comprises a plurality of distinctive frequency impulses given in a distinctive order.

21. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a sigial at each way station, a line circuit connecting said central oflice and said way stations, means for distinctively controlling said signals over said circuit incln ding code creating mechanism at said central ofice and code responsive mechanism at said way stations for respectively creating and deciphering codes of which each code comprises a plurality of distinctive frequency impulses in a distinctive order, and a message circuit connecting a particular way station with said central office rendered effective by a particular code.

22. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a track switch at each way station, a line circuit connecting said central ofiice and said way stations, means for distinctively operating said track switches over said circuit including code creating mechanism at said central office and code responsive mechanism at said way stations for respectively creating and deciphering codes of which each code comprises a plurality of distinctive frequency impulses in a distinctive order, and a message circuit connecting a particular way station with said central office rendered effective by a particular code.

23. In combination, a railway system, a central office from which train movements over said system may be direct-ed, a plurality of way stations, a track circuit at each way station, a line circuit connecting said central ofice and said way stations, means for distinctively indicating at said central office the occupancies of the various track circuits including code creating and code responsive devices for creating and deciphering codes each code of which comprises a plurality of distinctive frequency impulses, and a message circuit connecting a particular way station with said central office rendered effective by a particular code.

24. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a signal at each way station, a line circuit connecting said central office and said way stations, and means for distinctively controlling said signals over said circuit including code creating mechanism at said central office and code responsive mechanism at said way stations for respectively creating and deciphering codes of which each code comprises a plurality of distinctive frequency impulses initiated in a distinctive order with each impulse maintained to the end of the code.

25. In combination, a railway system, a central office from which train movements over said system may be directed, a plurality of way stations, a track switch at each way station, a line circuit connecting said central oifice and said way stations, and means for distinctively operating said track switches over said circuit including code creating mechanism at said central ofiice and code responsive mechanism at said way stations for respectively creating and deciphering codes of which each code comprises a plurality of distinctive impulses initiated in a distinctive order but all maintained to the end of the code. i

26. In combination, a railway system, a central oilice from which train movements 5 over said systems may be directed, a plurality of way stations, 21 track circuit at each way station, a line circuit connecting said central oiiice and said way stations, and means for distinctively indicating at said central oflice the occupancies of the various track circuits including code creating and code responsive devices for creating and deciphering codes each code of which comprises a plurality of distinctive frequency impulses transmitted in a distinctive order but all maintained to the end of the code.

In testimony whereof I aflix my signature.

WILLIAM D. HAILES. 

